Train-stopper.



No. 729,227. PATENTED MAY 26, 1903.

J. B. SHEPPARD & J- J. ROSE.

TRAIN STOPPER.

uruoumn FILED JULY 5. 1902.

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H0 MODEL.

mm 2M m W No. 729,227. 2 PATENTED MAY 26, 1903.

J. B. SHEPPARD & I. J. ROSE.

TRAIN STOPPBR. urmoumn FILED JULY 5. 1902.

H0 KODBL. 2 SHEETS-SHEET L UNi'rED STATES Patented May 26, 1903.

PATENT OFFICE.

JAMES BENJAMIN SHEPPARD AND JOHN JOSEPII ROSE, OF TORONTO, CANADA.

TRAlN-STOPPER.

SPECIFICATION forming part of Letters Patent No. 729,227, dated May 26,1903.

Application filed July 5, 1902. Serial No. 114,521- (No model.)

To all whom it may concern:

Be it known that wc,JAMES BENJAMIN SHEP- PARD and JOHN JOSEPH Rosn,subjects of the King of Great Britain, residing in the city ofToronto,in the county of York, in the province of Ontario, Canada, havejointly invented certain new and useful Improvements in Train- Stoppers,of which the following is a specification.

Our invention relates to improvements in train-stoppers; and the objectof our invention is, first, to design a device that can be readilyattached to a train or electric car and connected with the brakemechanism of same in order to operate same; secondly, by means of saidtrain-stopper to prevent head-on and rear-end collisions; thirdly, to doaway with station order-boards, and, fourthly, to design our device ofthe least number of parts, so that same will not get out of operation;and it consists, essentially, in combining with the brake mechanismadjustable means capable of being set so as to operate said brakemechanism so as to apply the brakes to the carwheels with greater orless pressure, according to the way said adjustable means have been set.

Our invention further consists in providing particular mechanismsuitably attached to the top of the locomotive-cab for operating saidadjustable means, and, further, in providing a particular semaphore foroperating said particular mechanism attached to the top of the said cab,as hereinafter more particularly explained.

Figure 1 is a perspective view of a portion of a loco1notive-cab,showing the preferred form of our l'n'ake-operating mechanism connectedto the air-brake lever, the preferred form of mechanism attached to thetop of said cab for operating the brake-operating mechanism, and thesemaphore placed to the side of the road-bed as a preferred form ofmeans for operating these parts. Fig. 2 is a longiudinal side elevation,partlyin section, of one of the arms in the preferred form of mechanismattached to the top of the cab. Fig. 3 is a longitudinal verticalsection through the casing containing a spring-controlled rod and itsbolt. Fig. +1: is a vertical section on the line a b, Fig. 1. Fig. 5 isavertical section through an alternative form of semaphore used foroperating the mechanism designed to operate the brake mechanism. Fig. 6is a general perspective view of the sliding lantern used at night onour semaphores. Fig. 7 is a vertical section on Fig. 6 through the sidelights.

In the drawings like characters of reference indicate correspondingparts in each figure.

Although we have shown our mechanism as attached to the brake-operatingmechanism in the cab of the locomotive, it must be thoroughly understoodthat we do not confine ourselves to so placing said brake-operatingmechanism, but may place same in any suitable place on the train.

A is the cab of the engine, B the usual air brake-controlling mechanism,and O handle of same.

Suitably secured within the cab A, by means of any support or backet E,is a tubular metallic casing D, in which is contained a spring F,surrounding a rod G, (see Fig. 3,) housed within the casing D. The innerend of the rod G is provided with a head H.

H is a cap screwing on one end of the easing D.

I is a housing secured to or forming part of the casing D, in which hasmovement the bolt J. Fitting over the housing I is a cap K, throughwhich the shank of the bolt J passes.

j is a shoulder on the bolt J, which abuts the inner side of the cap K,and thus prevents said bolt from being moved up too far. The head of thebolt J, it will be seen, has free movement within the housing I, andfrom the fact that its shank has movement in the cap K the said bolt isalways kept in alinement.

We of course do not confine ourselves to this construction of the devicejust described, as we may alter same without departing from the spiritof our invention.

The rod G is secured by any flexible connection L to the lever O, andwhen the bolt J is moved upwardly by means hereinafter described, so asto free the rod G, the spring F moves the rod G in the directionindicated by arrow, and consequently operates the arm C so as to applyair'brake. As will be seen from Fig. 3, the spring F is containedbetween the cap II and the head II. In the outer end of the casing D athreaded rod M ICO . plied.

has movement, on the inner end of which is a disk N. O is a hand-wheelon the outer end of the threaded rod M, by means of which the disk Nwithin the casing D is adjusted. Immediately the bolt J is moved out ofthe way of the head H the spring F forces said head against the disk Nand applies the airbrake either at the application, service, oremergency stop, according to the distance it has to travel. The distanceof travel of the 'head H, it will be understood, is regulated by thedistance that the disk N is to or from the outer end of the casing D.

As is well known, there are three stops in use on the ordinarylocomotive in connection with the air-brake mechanism. 2 is theapplication stop, 3 the service stop, and 4 the emergency stop.

Pivoted within the bracket P, suitably secured to the top of the cab, isan arm Q. On the outer end of this arm is journaled a reel B. On theother side of the cab, pivoted in a bracket S, secured to the top of thecab, is a som ewhat similar arm T, also provided with a reel U. As willbe seen from the drawings, the end (1 of the arm Q is weighted or constructed heavier than the other portion of the arm and rests upon theend a of the arm T.

t represents brackets secured to the top of the cab, in which the arms Qand T have vertical movement. These brackets assist to keep said arms inposition.

We do not confine ourselves to the construction'of the arms Q and T.

5 is a semaphore-frame, to horizontal pieces 6 of which is pivoted aframe 7. Strung on the lower portion of the frame 7 in any suitablemanner is a wire 8, which midway its length passes beneath a rod 9. Therod 9 is held in the frame 7, (see Fig. 4,) and by means of a screw 10,operating within a metallic bushing 11, secured in said frame 7, thesaid rod 9 is operated to adjust the tension of the wire 8, as will beunderstood. The semaphore 5 is designed to be operated by the stationagent, so that a train may pass by said semaphore without the air-brakebeing automatically ap- VVhen the frame '7 is in the position shown inFig. 1 and the locomotive is moving in the direction indicated by arrow,the reel U comes in contact with the wire 8 and is gradually forced downin the direction indicated by the arrow, and by the time it has reachedthe rod it is moved to its fullest downward movement. This gradualmovement gradually throws the ends it and (1 upwardly in the directionindicated by arrow, and as the shank 12 of the bolt J is connected tothe arm Q the said bolt is moved upwardly and releases spring-controlledrod G and applies the air-brake, as before described.

\Ve preferably make a flexible connection between the arm Q and shank 12of the bolt J for this reason: After the reel U has passed by the rod 9the arms T and Q are by their own weight returned to the normal positionshown in Fig. 1 but the air-brake having been applied by the mechanismbefore described the bolt J rests upon the head H, (which is ofsufficient length,) and by means of the flexible connection 13' abovedescribed the weight of the arm Q is prevented from coming upon the boltJ. After the rod G has been operated to apply the brake it is resetagain by being pulled out far enough to permit the bolt J to take up theposition shown in Fig. 3. The upper portion of the shank 12 isadjustably held in the arm Q by means of a nut 14, which nut iscountersunk in said arm to prevent same from turning. By means of thisnut it will be understood that the shank 12 may be raised or lowered soas to regulate the fall of the bolt J. In case the station attendantwishes to move the frame 7 into position shown in Fig. he moves thelever 15 in. the direction indicated by arrow, and thus, by means of theflexible connection 16, passing over the pulley 17, moves the lever 18,journaled in the brackets 19, which are secured to the cross-piece 24,into the position shown in Fig. 5, thus enablin g reel U to pass by saidsemaphore without being operated upon. Lever 18 is secured to the frame7 by any suitable connection 25. The frame 7 is held in its normalposition by means of the latch 20, pivoted to it, as shown. The saidlatch is provided with a notch 21, which when in position shown in Fig.1 prevents frame 7 from inward-movement.

22 is the bent end of the latch 20, which engaging with the piece 24prevents frame 7 from being moved outwardly.

23 is a bracket suitably secured to the crosspiece 24, in which operatesplate 20. This bracket keeps the said plate in alinement.

Suitably secured to the side of the lever 18 is a rod 26, on whichslides an eye-hook 27, secured to the latch 20. \Vhen the lever 18 isdepressed, the plate 20, by means of the eyehook 27 and the rod 26, israised upwardly, so that its notch 21 is moved from contact with thecross-piece 24, and during further movement of said lever is moved intoposition shown in Fig. 5, as before described.

Ve do not confine ourselves to using the frame 7 for operating the armsT and Q, nor do we confine ourselves to using reels R and U on saidarms.

As it will be somewhat difficult for the engine-driver to determine (andabsolutely impossible during a very dark or stormy night) the positionof the frame 7, we provide a lantern 28, constructed as follows:

29 is the body of the lantern and is secured to the semaphore 5. In theupper portion of this body is a lamp-chamber 30, in which is placed thelamp The sides 32 of the chamber are opaque except for openings 33,through which the light escapes.

34B is a sleeve which operates around the upper portion of the body 29.

35 and 36 are openings in the side of the sleeve 34, which contain whiteand red glass, respectively. \Vhen the lantern is in the position shownin Fig. 1, the opening 36 registers with one of the openings 33, andthus at nighttime warns the engineer that the frame 7 is in position tooperate the brake mechanism. hen the frame 7 is moved in the positionshown in Fig. 5, the sleeve 34, of its own weight, slides down until theopening 'registers with the opening 33, thus indicating to theengine-driver that the frame 7 is up out of the way and will not operatethe brake mechanism. 37 are the ventilating-holes for the lamp. Thesleeve 34 is limited in its downward movement by the stops 38, securedto the body 29. On reference to Fig. 7 it will be seen that sleeve has aconsiderable movement.

In order to prevent the collection of snow and ice around the body 29,and so as to house a portion of the sleeve 34, we secure to the lowerportion of said sleeve a metallic apron 39, which surrounds said body 29and extends a suitable distance below the stops 38 and so prevents anysnow, ice, or any other obstruction from coming in contact with saidbody in the path of movement of the sleeve 34.

40 is an aperture at the side of the sleeve 34, by means of which thelamp is placed in position.

41 is a suitable shutter for closing the aperture 40.

On reference to Fig. 1 it will be seen that by means of the flexibleconnection 42, secured at one end to the lantern and at the other end tothe frame 7 and passing over the pulley 4-3, secured to the body 29, thesleeve 34 is raised or lowered for the purpose before described,according to the operation of the frame 7.

Pivoted to the upright 44, secured to the semaphore 5, is an arm 45,which, by means of a flexible connection 46, passing over the pulley 47,is attached to the frame 7 The object of the arm 45 is to enable theenginedriver, during the daytime, to see whether the frame 7 is inposition to operate either the arms Q or T or not.

lVe of course do not confine ourselves to using the lantern or the arm45 above described, but may omit same altogether.

()n reference to the drawings it will be seen that by reason of a seriesof holes in the brackets l and S the height of the arms Q and T can beadjusted; also, that by means of the holes 48 in the arms Q and T thesaid arms can be adjusted to fit different widths of locomotives orcars.

Held in suitable bearings in the cab A is a rod 49, 011 the upper end ofwhich is a double lever 50. The end 51 of this lever is connected to anarm 52, secured to or forming part of the arm Q by a rod 53. The end 54of this lever is connected by a rod 55 to an arm 56, secured to orforming part of the arm T. As shown in Figs. 1 and 2, the outer ends ofthe arms Q and T are hinged at 58 to the main portion of said arms bypins 59. hen

the engine-driver wishes to prevent the arms Q and T from beingoperated, he moves the lever 60, keyed to the rod 49, in the directionindicated by arrow, thus by the connections before described, connectedto the lever 50, throwing the reels R and U up in the directionindicated by arrow, with tails out of the way of the frame 7 and itsconnected parts. Then the ends 57 of the arms Q and T are in theposition shown in Figs 1 and 2, they,when they are moved downwardly bymeans of their lugs 61 abutting the lugs 62 of the major portion of thearms Q, communicate motion to the said arms, so as to operate thebrakeapplying mechanism, as before described.

It will of course be clearly understood that we do not confine ourselvesto manufacturing the arms Q and T with hinged outer ends, nor do weconfine ourselves to using, when we do manufacture the said arms withhinged outer ends, any particular means for moving said reels R and Uinto such position as to escape being operated upon by frame 7 and itsconnected parts. It will be clearly understood that the arms Q and T maybe constructed without any hinged portion whatever, and it must beclearly understood that we so claim said arms.

On reference to Fig. 5 we have shown in detail an alternative form ofsemaphore which, by means of an electric apparatus, can be placed anysuitable distance away from the station, so that in case atrain-despatcher should permit a train to go out from the station whenthe same should have been held he can, by operating any suitablepush-button, (not shown,) magnetize the electromagnet 63, thus drawingthe armature 64 out of contact with the arm 65, secured to'or formingpart of the plate 66, permitting said plate to move in the directionindicated by arrow around its pivot 67, thus moving the roller 68,journaled to said plate 66, backwardly, thus permitting thesupporting-block 69, resting against said roller, to move in thedirection indicated by arrow around its hinge 70, thus moving the arm71, secured to said supporting-block, in the direction indicated byarrow, so that the wire 8, engaged in the notches 7 2 in said arms,escapes from said notches and permits the frame 7 and its connectedparts to move into position shown in Fig. 1. When the locomotive comesalong, it will be understood that the frame 7 will at once operate thebrakc-applying mechanism through either of the arms Q and T and stop thetrain, as before described. 7 3 is any suitable casing containing theelectromagnets 63 and their connected parts. c of course make no claimto this electric controlling device, as it is quite old. We of coursemay use any suitable apparatus for controlling the operation of theblock 69 and the frame 7 and its connected parts. When the train thathas just been stopped is ready to proceed, the train-crew, by means ofthe lever 74 and the connection 16, reset the mechanishm in the positionshown in Fig. 5. There are two of the arms 71 secured to thesupporting-block 69, which'each engage the IIO wire 8 on each side ofthe rod 9. Surrounding the pin 67 is a coil-spring 74, which has atendency to keep the plate 66 in the position shown in Fig. 5, so thatit will be understood 5 that when the weight of the frame 7 and itsconnected parts is taken off the arm 71 the said spring 74, being strongenough, will return the parts contained within the casing 73 and thesupporting-block 69 into position 10 shown in Fig. 5, so that the arms71 will be in position again to hold the frame 7. As soon as theelectromagnets 63 are demagnetized, the spring 75 returns the armature64 into position in Fig. 5, thus locking the parts within the casing 7 3securely in position and firmly supporting the supporting-block 69.

We do not confine ourselves to using the arms Q and T and theiressential connections to operate the parts contained within the easzoing D. In case We use the arms Q and T and their essential connectionswe do not confine ourselves to using the frame '7 for operating the saidarms.

From the drawings it will be seen that the adoption of ourtrain-controller will not necessitate the alteration of any portion ofthe cab, nor will the mechanism that is directly connected to the leverof the air-brake mechanism interfere in the slightest with the operationof any of the parts within the locomotive cab nor with the independentoperation of the lever C.

In case we use the frames 7 it must be understood that we do not confineourselves to the means shown for operating said frames nor to theconstruction of the semaphore in which said frames are supported.Although we preferably use the arms Q and T together, it will beunderstood that if a locomotive were to run in such direction that itsarm T, for instance, would be always on the side of the track on whichone of the frames 7 was placed we can operate our device with only oneof the said arms. v

In order to prevent the frame 7 from being moved upwardly too far, wesecure in the horizontal pieces 6 suitable pins '76, against which saidframes abut. Ve of course do not confine ourselves to this means ofdefin- 5o ing the movement of said frame 7.

It will be seen from our specification that our train-stopper is simplein construction, positive in operation, and that by its adoption allderailing-switches are done away with.

It must be understood that we do not confine ourselves to theconstruction of the means shown in the casing D for regulating themovement of the head H after same has been released to the bolt J.

NVhat we claim as our invention is- 1. In combination with the air-brakemechanism of a car, and a lever pivoted to a suitable part of said car,of a spring-controlled rod connected to said lever and said air-brake 65mechanism; adjustable means operating in the path of movement of saidspring-controlled rod to regulate distance of movement of same so thatsame will operate .said air brake mechanism and apply the brakes withthe pressure desired when operated by said pivoted lever, and means foroperating said pivoted lever.

2. In combination with the brake mechanism of a car, of aspring-controlled rod suitably attached to said brake mechanism; a boltoperating to control movement of said spring-controlled rod, adjustablemeans held in the path of movement of said spring-controlled rod toregulate distance of movement of same after said bolt releases same; atripping-lever connected to said bolt, and means for operating saidtripping-lever so as to operate said bolt and allow saidspring-controlled rod to be moved so as to operate said brake mechanism.

3. In combination with the air-brake mechanism of a locomotive-cab, ofadjustable spring-controlled means connected to said brake mechanismcapable of operating said brake mechanism, so as to apply the brakes tothe car-wheels with greater or less pressure according to the positionsaid adjustable spring-controlled means have been set at; an arm pivotedto the cab of the locomotive; a connection between'said arm and saidadjustable spring-controlled means; the said arm extending sufficientlybeyond the side of said cab to be engaged and operated so as i tooperate said adjustable spring-controlled means for the purposespecified, and means for engaging with and operating said arm.

4:. In combination with the brake mechanism of a car, of a casingsuitably held in place; a rod operating within said casing; a headsecured to said rod; a spring surrounding said rod and controllingmovement of same, the said rod being attached to said brake mechanism; abolt operating in said casing to control movement of said rod; anadjustable stop held in said casing designed to regulate distance ofmovement of said spring-controlled rod after said bolt releases same; atripping-lever pivoted to a support and connected to said bolt, andmeans for operating said tripping-lever so as to operate said bolt andallow said rod to be moved so as to operate said brake mechanism.

5. In combination with the air-brakemechanism of a locomotive-cab, of aspring-controlled rod attached to said air-brake mechanism; a bolt forholding said spring-controlled rod in position so as not to operate thesaid air-brake mechanism; an arm pivoted upon the cab of the locomotive;a connection between said arm and said bolt; a reel on the extended endof said arm; the said arm extending sufficiently beyond the side of saidcab so that this reel will be engaged and said arm operated so as torelease said bolt, and means for engaging with said reel.

6. In combination with the air-brake mechanism of a locomotive-cab, of aspring-controlled rod attached to said air-brake mechanism; a bolt forholding said spring-controlled rod in position so as not to operate saidbrake mechanism; an arm pivoted upon the cab of the locomotive at oneside of same and extending outwardly sufiiciently to be engaged byoperating means; another arm pivoted upon the cab at other side of same,this second arm resting upon said first arm; a connection between saidsecond arm and said bolt, and means for operating said first arm andthus operate said second arm and its connection to said bolt so as tooperate said brake mechanism.

7. In combination with an arm provided with a hinged outer end, and abracket secured to a support in which said arm is pivoted, of a rod; alever attached to said rod and connected to said hinged outer end ofsaid arm so that when said rod is moved said outer end is moved aroundits hinge, as described 8. In combination with the air-brake mechanismof a locomotive-cab; an arm pivoted to the top of said cab and extendingbeyond side of same; spring-controlled means attached to said air-brakemechanism to operate same, and a connection between said arm and saidspring-controlled means, of a semaphore-frame secured at the side of theroadbed; a frame supported in said semaphoreframe; a wire strung fromsaid frame and supported in such manner as to engage with said armextending from the side of the locomotive and operate-said arm and itsconnected parts so as to apply the air-brake, as set forth and for thepurpose specified.

9. In combination with the air-brake mechanism of a locomotive-cab, anarm pivoted to the top of said cab and extending beyond side of same;spring-controlled means attached to said air-brake mechanism to operatesame, and a connection between said arm and said spring-controlledmeans, of a semaphore-frame secured at the side of the roadbed; amovable frame supported in said semaphore-frame; a wire strung fromlower side of said frame, and a rod held midway the length of said frameand supporting said wire midway its length so that said wire will beheld in a downwardly-inclined position both sides of said rod, the saidwire being held in position so as to engage with said arm extending fromthe side of the locomotive and operate said arm and its connected partsso as to apply the air-brake, as set forth and for the purposespecified.

10. I11 combination with the semaphoreframe, of a movable frame pivotedto same provided with a wire held at a downwardly-inclined angle fromits lower side; an arm pivoted to said semaphore-frame and connected tosaid movable frame; a plate held in alinement with said arm and beingslidingly connected to same, the said plate being connected to saidmovable frame and constructed to engage with said semaphore-frame toprevent said movable frame from being moved out of position, and meansfor operating said arm so as to move said movable frame around itspivots.

11. In combination with a casing; a spring controlled rod operating insaid casing, and a head secured to said spring-controlled rod, of a boltoperating within said casing for preventing movement of saidspring-controlled rod; means for operating said bolt so as to permitmovement of said spring-controlled rod; and an adj ustablc stop held insaid casing and designed to regulate distance of movement of saidspring-controlled rod after same is released by said bolt. v

12. In combination with a fixed frame, of a movable frame pivoted tosame, )rovided with a wire strung from both ends of said fixed frame ata downwardly-inclined angle, as shown; a rod held in said frame andsupporting said wire at the required angle, and means supported by saidfixed frame for controlling movement of said movable frame.

13. In combination with the air-brake mechanism of a locomotive-cab, ofan arm pivoted upon the cab of the locomotive at one side of same andextending outwardly sufficient to be engaged by operating means; anotherarm pivoted upon the cab at other side of same, this second arm beingassociated with said first arm; a connection between said second arm andthe air-brake mechanism, and means for operating said first arm and thusoperate said second arm and its connection so as to operate saidair-brake mechanism.

14. In combination with the air-brake meehanism of a locomotive-cab, anarm pivoted upon the top of said cab and extending outwardly sufficientto be engaged by operating means; another arm pivoted upon the cab atother side of same, this second arm being associated with said firstarm, and a connection between said second arm and said air-brakemechanism, of a semaphore-frame secured at the side of the road-bed; aframe supported in said semaphore-frame a wire strung from said frameand supported in such manner as to be engaged by said first arm andoperate said arm so as to operate said second arm and its connection soas to operate said air-brake mechanism.

In testimony whereof we have signed our names to this specification inthe presence of two subscribing witnesses.

JAMES BENJAMIN SHEPPARD.

JOHN J OSEPII ROSE. W'itnesses:

E. OoATswoRTH, J12,

GUSTAV R. CASE,

